Internal-combustion engine



June 24, 1930.

A. Moo HousE INTERNAL COMBUSTION ENGINE Filed Oct. 14 1925 2 Sheets-Sheet l June 24, 1930.

A. MooRHouss INTERNAL COMBUSTION ENGINE med Oct. 14. 1925 2 Sheets-heet 2 case and being recirculated.

Patented June-24', 1930 units rarss ears ALFRED MOORI-IO'USE, OF DETROIT, MICHIGAN, ASSIGNOR TOPAGKARD MOTUR CAR COMPANY, OF DETROIT, MICHIGAN, A CORPORATION OF MICHIGAN INTERNAL-CGMB'USTION ENGINE Application filed October 14,1925. Serial No. 62,337.

This invention relates to internal combustion engines and particularly to lubrication means therefor.

Internal combustion engines aresupplied with a pressure lubricating system in which oil is drawn from the crank case and fed to the various bearing surfaces of the engine under pressure, the oil dripping from the bearing surfaces back into the crank Engines are also supplied with various forms of purifying means for the lubricant, and one of these forms of purifying means is a rectitier or oil still which withdraws by suction some of the lubricant from a lubricated part of the engine and distills off the lighter parts of the oil, the purified oil being returned to the engine crank case. Sometimes engines are supphed with lubricant directly to the cylinder walls, but if this is done constantly durin the operation of the engine, there is usually a considerable waste of oil and smokin of the engine. In cold weather it is found that when an engine is started there is insufficient lubrication to the cylinder walls due to the fact that the oil is slow in reaching the cylinder walls from the crank shaft bearings unless oil is fed directly to the cylinder walls. This first movement ofthe pistons against the cylinder walls with insuflicient lubrication during the starting of the engine, particularly in cold weather, is found to scui'l' or score the pistons or cylinder walls.

()ne of the objects of the present inven tion is to provide means for lubricating the cylinder walls directly from the 011 pressure system during only the few starting strokes of the engine, and in particular to do this through the cylinder connections provided for the oil purlfying means.

Another object of the invention is to pro vide means for temporarily connecting the oil pressure means to the cylinder walls of l I u h o "the engine, principally forthe purpose of protecting the cylinder walls and pistons during the starting operation.

Another object of the invention is to provide means for feeding oil'to the cylinder walls during low oil pressure and for cutfrom the crank shaft bearings ting out such feeding means at higher pressures.

Another object of the invention is to provide an oil rectifier for'an engine that will be disconnected from the engine when'the latter is stopped. g Another object of the invention is to provide an oil rectifier means in conjunction with an oil pressure ineanswhereby a portion of the suction conduit of the rectifier may be used as an oil feed for the engine during the starting of the engine or for other temporary purposes.

Other objects of the invention will appear from the following description taken in connection with the drawings, which form a part of this specification, and in which:

Fig. 1 is a transverse sectional view through an internal combustion engine embodying the invention;

Fig. 2 is an enlarged sectionalview through the valve and adjacent parts of the engine, and

Fig. 3 is a view similar to Fig. 2, with the valvein another position.

Referring to the drawings, 10 represents an internal combustion engine comprising the conventionalparts as follows: fly wheel 11, crank shaft 12, mounted in a crank case 13, a cylinder block 14 supported on the crank case, an intake passage 15, an exhaust passage 16, a piston 17 slidig in the cylinder, a connecting rod 18 extending from the piston to the crank shaft, a cam shaft 19 driven by two-to-one gearing from the crank shaft, rocker arms 20 operated by the cam shaft, push rods 21, valves 22, and spark plugs for igniting the charge in the cylinder. 7 bottom of the crank case is an oil pump 24 driven by a shaft 25 by suitable worm gearing on the cam shaft 19, and an oil pipe 26 leads from the oilpumpto pipe 27 which may be connected with the main and other bearings the crank shaft forlubricating the latter under pressure. Oil is thrown to the cylinder walls for lubricating the latter in the usual operation of the engine. A pipe 28 leads from the pipe '26 to a connection 29 which will be hereinafter more particularly referred to.

An oil purifying means in the form of a rectifier or still is indicated generally at 30. This is suitably mounted on the engine as by connecting it to the exhaust manifold 31 which forms a continuation of the exhause conduit 16 above referred to. Suitable bolts are the connecting means.

The oil rectifier consists of a tank with two separate compartments 33 and 34. top compartment is connected to the intake manifold of the en ine as through a pipe 35 and is thereby subject to the same vacuum or depression as exists in the intake conduit. This upper compartment 33 is surrounded by a jacket or casing 36 which is connected. as at 37 to the exhaust manifold 31 so that the heat from the exhaust heats the upper compartment 33. Another connection to this compartment is in the form of a pipe 38, a valve casing 39, and a conduit which extends from the valve casing 39 to the cylinder wall. The conduit 40 is always sealed by the piston except that it may draw off the surplus oil from one of the piston ring grooves as at 41. There is a longitudinal groove 42 in the piston for keeping the conduit 40 in communication with the piston ring groove during part of the up stroke of the piston. An extension 43 on the lower end of the piston 17 covers the conduit 40 during the remainder of the up stroke of the piston.

The lower compartment 34 of the oil rectifier is connected through a valve 44 and a pipe 45 with the crank case 13, and there is a valve mechanism between the compartments 33 and 34 operated by a float 46, which controls the passage of refined oil from the compartment to the compart= ment 34, and the subsequent passage from the latter compartment through the pipe 45 to the crank case 13. This valve mechanism is of conventional construction and is indicated generally by the numeral 47.

Assuming that the engine is in operation and that the valve casing 39 forms a connection' between the pipe 38 and the conduit 40, the depression existing in the intake conduit 15 results in the drawing off of surplus oil from the cylinder wall through the conduit 40, valve casing 39 and pipe 38 into the compartment Some of this oil contains impurities and unburned fuel which is detrimental to the lubrication system of the engine. hen the diluted oil reaches the compartment 33 of the rectifier, the fuel or water is distilled off bythe heat of the manifold 31, the distillate passing through the pipe 35 to the intake conduit 15 of the engine and there becoming a part of themixture passing into the engine cylinders. The rectified oil passes by gravity from the compartment 33, through the opening controlled The by the valve operated by the float mechanism into the lower compartment 34, and then when the level therein reaches a pre determined point the float operates the valve mechanism and vents the lower compartment 34 thus permitting the oil therein to flow by gravity through the pipe 45 into the crank case 13. This process of distilling the fuel and water from the oil is continuous during the operation of the engine and as long as the pipe 38 is connected to the conduit 40.

Referring to the specific valve mechanism shown and indicated at 47, there is a port 48 between compartments 33 and 34, which port is controlled by a valve 4.9,there is a vent port 59 controlled by a valve 51, there is a pivoted arm 52 which is adapted to move the valves 49 and 51, tiere is a pivoted arm 53, and there is a pivoted arm 54 and a link 55 connecting the arms 53 and 54. A spring 56 connects the outer ends of the arms 52 and 53 for snapping the arms over dead center as the float moves the arm A stop 57 limits the upper and lower positions of the float It can be seen that when the float is in its lower position as shown, the valve 49 leaves the port 48 open so that the suction of the compartment 33 is conveyed to the compartment 34 and the valve 44 is retained in a closed position. Also, the valve 51 closes the vent 50 so that this condition of partial vacuum may exist. When the float 4G is moved to its upper position by the compartment 34 filling up with oil, the arms 52 and 53 are snapped over dead center and the valve 49 closes the port 48 and the vent 50 is opened and thereby the compartment 34 is sealed from the compartment 33, and the compartment 34 is vented so that the valve 44 will drop and permit the charge of oil to flow by gravity into the crank case 13. This movement of the oil causes the float to drop and return to its initial position and the cycle is repeated.

Arranged at the junction of the pipe 28, the conduit 40, and the connection 29, all of which have been described hercinabovc, is the valve casing 39 which is shown in elevation and part section in Fig. 1 and in full section in Figs. 2 and 3 where it is considerably enlarged for better illustration. To this valve casing is also connected an oil gage 58 through a pipe 59, which, through the valve casing 39, is constantly connected to the pipe 23 so that the pressure of the oil in the lubrication system is always indicated by, the gage.

In the valve casing 39 is a sleeve 60- having a larger diameter at its left hand end as at 61 and a smaller diameter at its right hand end as at 62. Between the sleeve and the casing are formed various annular ports or chambers such as the chamber 63 which extends from the connection29 to the pipe 59, a chamber 64 which connects with the conduit 40, and a chamber 65 which connects with the pipe 38. Thus the chamber 64: which connects with the conduit 40 is arranged between the chambers 63 and 65 which connect respectively with the oil pressure system or pipe 28 and the suction line of the oil rectifier through the pipe 38. It is the purpose of this valve mechanism to connect either one or the other of these pipes 28, 88 with the conduit in as will beof the valve, when fluid under pressure is admitted to the sleeve between those parts of the valve, there will be a tendency to overcome the pressure of the spring 69 and force the valve to the left. Sufficient pres sure in that part of the sleeve will move the valve 68 to the position in which it is shown in Fig. 3, and there it will be held as long as that pressure exceeds the tendency of the spring 69 to push the valve the other way. A vent 69' is provided for the left hand end of the sleeve 60 so that pressure may not build up at that end of the sleeve.

The sleeve 60 is provided with one or more ports 70 which provide a passage from the chamber 63, to the interior of the sleeve between the parts 67 and 68 of the valve 66 and thus, so long as there is sufficient pres sure in the pipe 28, the oil therein will force the valve 66 to the position shown in Fig. 3.

The sleeve 60 is also formed with one of more ports 71 and these ports are so arranged that they are uncovered by the part 68 of the valve 66 when the latter is in the position shown in Fig. 2. hen the valve is in that position, oil may pass from the pipe 28 through the connection 29 to the chamber 63, through the ports 70 into the sleeve 60, through the ports 71 into the chamber 64-, and from the chamber 64 into the conduit 40 and from there to the cylin der wall and the pistons where it may lubricate those parts. However, when the pressure of this oil in the pipe 28 is conveyed to the interior of the sleeve 60 and reaches a point where it overcomes the action of the spring 69, the valve 66 is moved to the left as shown in Fig. 3 and the ports 71 are thereby covered by the part 68 of the valve 66 and communication between the pipe 28 and the conduit lO is cut oil". 'llhereafter no oil can reach the cylinder walls from the pipe 28 through the passages above described.

The sleeve 60 is further provided with one or more ports 7 2 which are arranged slight ly to the right of the ports 71 and are adapted to be covered by the part 68 of the valve 66 when the latter is in the position shown in Fig. 2 and tobe uncovered by said valve when itis in the position shown in Fig. 8.

The sleeve 60 is also formed with one or more ports 73 which form a communication between the chamber 65 and the interior of the sleeve. .These' ports are always uncovered by the valve as are the ports 70 above referred to. v

hen the valve 66 is in the position shown in Fig. 2 the ports 72 are covered by the part 68 of the valve and consequently there is no communication between the suction pipe 88 of the rectifier and the. conduit 4L0 which connects with the cylinderwall. When the valveis movedto the position shown in Fig. 3, the ports 72 are uncovered and communication is thereby established between the interior of the sleeve 60 through the ports 72 and chamber 64 to the conduit 40 which connects with the cylinder wall. When this connection of the pipe 38 and conduit 40 is made, the rectifier acts to withdraw lubricant and impurities from the wall of the cylinder and carry it to the compartment 83 where it is distilled and flows into the compartment 8st and thence through the pipe 45 into the crank case.

From the above description it will be seen that when the engine is stopped, the pressure in the pipe 28 will drop to atmospheric pressure and the spring 69 will thereby move the valve to the right hand position shown in Fig. 2. Nhen the engine is started and turns over slowly as it is operated by the starting motor, the pump 2 -l will pump some'of the oil from the crank case through pipe 26, pipe 28, connection 29 into and through the valve sleeve 60 and into the conduit 4L0 where it will pass to the cylinder wall at once and lubricate the same. This is before any appreciable pressure builds up in the sleeve 60. Thus oil will reach the cylinder walls almost immediately after the engine has begun to turn over by the opera-- tion of the starting motor. I

As soon as the engine begins to run under its own power, pressure will be built up in the sleeve 60 and the valve 66 will be moved to the left and finally to the posi tion shown in Fig. 3. The oil pressure system is then cut off from the conduit 40 and the latter is connected to the'suction pipe 38 of the rectifier. The conduit 40 thereafter becomes a part of the oil purifying system, and oil drawn from the cylinder walls including oil left in the conduit 40, and is conveyed to the rectifier where it is distilled and returned to the crank case. While I have herein described in some detail a specific embodiment of my invention, which I deem to be new and advantageous and may specifically claim, I do not desire it to be understood that my invention is limited to the exact details of the construction, as it will be apparent that changes may be made therein without departing from the spirit or scope of my invention.

Having thus described my invention, what I claim and desire to secure by Letters Patent is:

1. In an internal combustion engine, the combination of the oil circulation system, means for purifying the oil of the system including a conduit connected to the cylinder wall of the engine, and means for disconnecting said conduit from said purifying means and connecting it in said circulation system.

2. In an internal combustion engine, the combination of the oil circulation system, means for purifying the oil of the systen including a conduit connected to the cylinder wall of the engine, and means for automatically under certain pressure conditions in the system disconnecting said conduit from the purifying means and connecting it in said circulation system.

3. In an internal combustion engine, the combination of the oil circulation system, of a suction operated oil purifying means having a conduit connected to the cylinder wall, and means for disconnecting said conduit from the oil purifying means and connecting it in the oil circulation system of the engine.

4;. In an internal combustion engine, the combination with lubricating means therefor including a conduit connected to the cylin der wall, of suction operated oil purifying means, and pressure control means for disconnecting said cylinder connection from the lubricating means and connecting it in the suction means.

5. In an internal combustion engine, he combination with oil purifying means having a conduit through which oil is withdrawn from the cylinder wall, of oil circu lating means, and means for temporarily connecting the oil circulating means to the said withdrawing conduit.

6. In an internal combustion engine, the combination with suction operated oil purifying means including a suction conduit, of oil circulation means for the engine, and means for connecting said oil circulation means to said suction conduit.

7. In an internal combustion engine, the combination with means for purifying the lubricant of the engine including a suction conduit, and means for temporarily using said suction conduit as an oil feed for the engine.

8. In an internal combustion engine, the combination of a pipe line to the en ine cyl inder wall, air oil purifying means, a pres sure lubricating means, and autoi'x'iatically operated valve means for connecting either the purifyins means or the pressure means to said pipe line.

9. In an internal combustion engine, the combination of an oil purifying means connected to w"'hdraw lubricant from the engine cylinder wall, and means operated upon the starting of the engine for feeding lubricant to the cylinder wall.

10. In an internal combustion engine, the combination of an oil purifying means connected to withdraw lubricant from the engine cylinder wall, and means operated upon the starting of the engine for temporarily suspending the operation of the purifying means and for feeding oil to the cylinder wall.

11. In an internal combustion engine, the combination of an oil rectifier operated by the suction of the engine, a conduit connected to the engine cylinder wall, oil pressure means, and a valve operated by said pressure means for connecting said oil rectifier to said conduit.

12. In an internal combustion engine, the combination of an oil rectifier, an oil pressure means, and means depending upon the pressure of said pressure means for connecting either said rectifier or said pressure means to the cylinder Wall.

13. In an internal combustion engine, the combination of an. oil rectifier, an oil pressure means. a conduit, and valve means operating at low pressure of said oil pressure means to connect said oil pressure means to said conduit, and operating at higher pressures in said oil pressure means to connect said rectifier to said. conduit.

14. In an internal combustion engine, the combination with an oil rectifier, a pressure lubricating means, a conduit connected to the cylinder wall, a valve casing supported on the engine and connected to said rectifier, said pressure means and said conduit, and a valve in said casing for controlling the connee-tion of the rectifier and the pressure means to the conduit.

15. In an internal combustion engine, the combination of an oil rectifier having a suction connect-i on with a lubricated part of the engine, and means whereby said connection is broken when the engine stops.

16. In an internal combustion engine, the combination of an oil rectifier means having a connection with a lubricated part of the engine, and automatically operated valve means for breaking said connection when the engine stops and for making said connec tion for a predetermined condition in the engine.

17. The combination in an internal combustion engine of a lubicating system having means to lubricate the pistons during lSO running of the engine and means to lubricate the cylinder Walls during starting of the engine, and means controlled by the pressure of the oil in said system to close the cylinder Wall lubricating means when the engine is running normally.

In testimony whereof I affix my signature.

ALFRED MOORHOUSE. 

